Browse Topic: Crash prevention

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Scenario-Based Helicopter Flight Simulation of Accident-Prone Vortex Ring State (VRS) EncountersF-0080-2024-11415/7/2024
From 2008 to 2021, 48 helicopter accidents have involved Vortex Ring State (VRS) encounters in the United States. For dangerous situations such as VRS encounters and recoveries, Scenario-Based Training (SBT) in flight simulators could supplement flight training, allowing pilots to practice in a safe environment. In this study, we created and tested a proof of concept for scenario-based training in flight simulators, dedicated to VRS-related accident prevention. The goal is to evaluate pilots' awareness, avoidance, detection, and recovery skills during VRS-inducing scenarios. Moreover, this study intends to provide a holistic analysis of VRS encounters and recoveries by examining the situations and factors leading to VRS-related crashes, and to lay out the pilot's decision-making process during the event. For that purpose, a comprehensive set of scenarios was developed based on an analysis of VRS-related accidents from the National Transportation Safety Board (NTSB) database. Overall, the scenarios successfully triggered VRS encounters as well as avoidance actions, providing insight into pilots' behavior in and around VRS conditions.
Sotiropoulos-Georgiopoulos, Eleni, Mavris, Dimitri, Johnson, Charles, Payan, Alexia
A Retrospective & Historical Analysis of Vertical Lift Infrastructure Accidents for the Purpose of Operational Risk Identification and Accident PreventionF-0077-2021-168245/10/2021
ABSTRACT
Johnson, Cliff, Alexander, Rex, Roberts, John, Syms, Raymond
Study on Comprehensive Evaluation Index of Front Collision Hazard of Intelligent Vehicle2019-01-504411/4/2019
Collision avoidance technology is one of the key areas in the longitudinal safety research of intelligent vehicles. For the research of collision avoidance system, the existing methods usually use the evaluation index based on time interval or braking process to carry out risk assessment. In order to overcome the shortcomings of the formulas for describing the longitudinal hazard degree established in most studies, such as great differences, inconsistent standards and weak normalization, a comprehensive evaluation method for the longitudinal hazard in front-impact scenarios is established. This method takes into account both the analysis of time interval and braking process, and considers the non-linear variation of the longitudinal hazard degree with the real-time distance and speed of two vehicles. It can describe the longitudinal hazard degree of vehicles in dangerous traffic scenarios. Compared with the existing longitudinal hazard assessment methods, the effectiveness and universality of the pre-collision hazard assessment method proposed in this paper are demonstrated.
Jiaxiang, Qin, Zhang, Sumin, Weiwen, Deng, Rui, He
The Navigator19AVEP07_027/1/2019
As the world turns to C-V2X, Europe picks WiFi Vehicle-to-everything (V2X) communications is a relatively straightforward and inexpensive technology that has the potential to reduce crashes by improving driver situational awareness. Compared to the automated-driving technology that most of the industry is rushing to develop, V2X is cheap and can even be retrofitted to existing vehicles. Yet despite these and other benefits, V2X has not yet been rolled out globally amid a new technology-standards battle.
Abuelsamid, Sam
Application of Collision Probability Estimation to Calibration of Advanced Driver Assistance Systems2019-01-11334/2/2019
Advanced Driver Assistance Systems (ADAS) are designed and calibrated rigorously to provide them with the robustness against highly uncertain environments that they usually operate in. Typical calibration procedures for such systems rely extensively on track (controlled environment) testing, which is time-consuming, expensive, and sometimes cannot cover all the critical test scenarios that could be encountered by ADAS in the real world. Therefore, virtual (simulation-based) testing and validation has been gaining more prominence and emphasis for ensuring high coverage along with easier scalability and usage. This paper attempts to provide an alternative approach for calibrating ADAS in the controller validation phase by the aid of simulated test case scenarios. The study executes characterization of the uncertainty in the position and heading of the ego and the obstacle vehicles. This exercise captures the uncertainties in the states detection of vehicles in the environment and localization errors of the states of the ego vehicle. Following it, the approach estimates the probability of collision between the two vehicles for a given trajectory through a Monte Carlo approach. For illustration purposes, the method is then applied on tuning a Lane Change Assistance System for a four-wheel sedan equipped with Short-Range and Long-Range Radar Sensors.
Bithar, Vivek, Karumanchi, Aditya
A Study of the Performance of Automatic Emergency Braking (AEB) Systems Equipped on Passenger Vehicles for Model Years 2013 to 20182019-01-04164/2/2019
Over the past decade, manufacturers have introduced vehicles equipped with Automatic Emergency Braking (AEB) into the North American market. These vehicles have the capability to not only detect an impending collision and warn the driver, but also to initiate braking independent of the driver. The collision avoidance strategies used by the various manufacturers have not been studied extensively. In 2013, the Insurance Institute for Highway Safety (IIHS) began testing vehicles equipped with AEB in rear-end collision situations in order to issue their front crash prevention safety ratings for these vehicles. To date, over 180 vehicles from 31 manufactures spanning model years 2013 to 2018 have been tested. This paper presents an analysis of the data collected in these tests. The objective of the study was to assess the differences in performance and strategies used, at two different closing speeds, between manufacturers. The difference in strategies included differences in braking rates and timing of the onset of braking. With more vehicles being equipped with AEB systems each year, this study will be a valuable resource for collision reconstructionists to understand the performance of these systems.
Miholjcic, Djordje, Fabbroni, Mark, Robinson, Richard
Long-Term Evolution of Straight Crossing Path Crash Occurrence in the U.S. Fleet: The Potential of Intersection Active Safety Systems2019-01-10234/2/2019
Intersection collisions currently account for approximately one-fifth of all crashes and one-sixth of all fatal crashes in the United States. One promising method of mitigating these crashes and fatalities is to develop and install Intersection Advanced Driver Assistance Systems (I-ADAS) on vehicles. When an intersection crash is imminent, the I-ADAS system can either warn the driver or apply automated braking. The potential safety benefit of I-ADAS has been previously examined based on real-world cases drawn from the National Motor Vehicle Crash Causation Survey (NMVCCS). However, these studies made the idealized assumption of full installation in all vehicles of a future fleet. The objective of this work was to predict the reduction in Straight Crossing Path (SCP) crashes due to I-ADAS systems in the United States over time. The proportion of new vehicles with I-ADAS was modeled using Highway Loss Data Institute (HLDI) fleet penetration predictions. The number of potential SCP conflicts was modeled as increasing year over year due to a predicted increase in Vehicle Miles Traveled (VMT) each year. Finally, the combined effect of these changes was used to predict the number of SCP crashes each year from 2019 to 2045.
Bareiss, Max, Gabler, H., Sherony, Rini
Power Line Detection System for Unmanned Aircraft SystemsTBMG-3309810/1/2018
Electrical power lines pose a serious crash hazard to helicopters and other air-based vehicles, especially small aerial vehicles such as unmanned aircraft systems (UAS). This is because power lines are so widespread, hard to see, and strung at roughly the same height above the ground at which these aircraft fly. In fact, according to one report by the Federal Aviation Administration (FAA), power lines are the cause of roughly 5 percent of helicopter accidents. This statistic applies to both civilian and military cases. Another report found power-line collisions are responsible for 31 percent of accidents among agricultural aircraft. Fatalities and injuries occurred in many of these accidents.
Key Technologies Needed to Advance Mission-Critical IoTTBMG-324978/1/2018
By 2028, virtually all major sensing and feedback systems benefiting from continuous monitoring will connect to devices currently known as the Internet of Things (IoT). As that connectedness becomes a given, the need to label anything as IoT will become unnecessary, in much the same way that referring to a smartphone today as an Internet-connected device seems redundant. As the pervasiveness of the IoT spreads, it will change completely how the world interacts with information. And, it will have a dramatic impact on mission-critical IoT devices and the applications they enable.
A Novel Zero-Zero Safety System for VTOL AircraftF-0074-2018-127405/14/2018
ABSTRACT The advent of multi-rotor, electric VTOL aircraft capable of carrying passengers and providing on-demand personal air transport promises a revolution not only in urban travel, but also in a multitude of other applications which will change the way that a broad range of people carry out their routine work activities. Many of the eVTOL design projects propose to use current ballistic parachute systems in case of any power or control failure; however, any recovery system which (i) gives a Ground Contact Velocity (GCV) of 5 to 7m/s and (ii) will not deploy properly below c. 100 to 150 feet will not be a solution that can satisfy certification requirements for carrying fare-paying passengers above a crowded urban environment. Active VTOL Crash Prevention Ltd (AVCP) is developing a system combining a rapid opening parachute and rocket motors designed to provide a controlled landing at less than 2m/s in any emergency situation.
Sloman, Roger, Scott, Simon
Frontal, Lateral, and Free-Operation Impacts of Amusement Bumper Cars: Vehicle Kinematics and Occupant Kinematics2018-01-05434/3/2018
This study conducted a series of rear-impact, side-impact, barrier, and free-operation collisions using a bumper car ride at an active amusement park. Two conditions were studied: staged and free operation. Each staged test included a bullet (impacting) vehicle operated by a rider and a target (impacted) static vehicle or structure. Impact configurations of frontal collisions of the bullet vehicle into the rear and side of a target vehicle were consistent with the existing literature. The free operation condition involved collisions which were not pre-determined, and operators may not have been prepared for collision timing, magnitude, and direction. Results demonstrated high repeatability for vehicle parameters, such as impact velocity, change in velocity, and peak acceleration. Peak changes in velocity during vehicle-to-vehicle collisions were 2.2-2.5 m/s (8-8.9 km/hr; 5-5.5 mph) for the target vehicle and 1.6-1.8 m/s (5.6-6.4 km/hr; 3.5-4 mph) for the bullet vehicle, while those during vehicle-to-retaining barrier collisions were approximately 3.6 m/s (13 km/hr; 8 mph). Coefficients of restitution and overall vehicle and occupant kinematics were similar to prior bumper car studies, and collision magnitudes were similar in the free-operation test to the staged, single-axis collisions. Bumper cars present a model environment to study vehicle and occupant kinematics in vehicle collisions that are within human tolerance and include aware but possibly unprepared occupants. This is relevant to establishing occupant kinematics in and limits to autonomous vehicle emergency handling maneuvers.
Bussone, William R., Moore, Tara, Locey, Caitlin, Cargill, Robert
Epidemiology of Helicopter Accidents: Trends, Rates, and CovariatesF-0073-2017-121615/9/2017
ABSTRACT The objective of this work is to provide a better understanding of helicopter accidents (rates, trends, and covariates) and to identify areas that deserve careful attention for accident prevention. Several questions were here investigated, including: (1) whether there are differences in accident rates for helicopters with different number of main rotor blades? (2) whether different engine types are associated with different accident rates, controlling for number of blades? And (3) whether there are seasonality effects in helicopter accident rates? To this effect, Record Linkage of two Federal data sources, the FAA civil helicopter registration data and the NTSB accident data, enabled the investigation of these and other questions. First, the accident rates and trend analysis highlighted the safety challenges that continue to face helicopters (significantly worse track record than commercial airlines, passenger cars, and motorcycles). Second, it was found that helicopter accident rates vary by number of rotor blades. Third, one result upended traditional wisdom, which posited that reciprocating engines are associated with higher accident rates; in its stead, it was shown that helicopter accident rates vary with engine type and number of blades, and that turboshaft are associated with significantly higher accident rates than reciprocating engines for the 4-, 5-, and 6-bladed helicopters. Furthermore, it was shown that helicopter accident rates display seasonality effect. Statistical significance and possible confounders for these results were discussed. The issues here examined deserve careful attention from the helicopter community, and several topics were identified as important areas for future work. Any serious effort to improve helicopter safety will entail action on multiple safety levers, including design, operational, and policy/inspection-related ones. All of these actions should be evidence-based, and they will require better helicopter accident investigations and better flight data.
Churchwell, Jared, Zhang, Katherine, Saleh, Joseph
Epidemiology of Helicopter Accidents: Inspection Blind Spots, Geographic Disparities, and Pilot DemographicsF-0073-2017-121605/9/2017
ABSTRACT The objective of this work and its companion article is to provide a better understanding of helicopter accidents and to identify areas that deserve careful attention for improving safety and accident prevention. Three broad questions were here investigated: (1) whether there are safety blind spots in helicopter inspections and any association between inspection time and accidents? (2) whether there are geographic disparities in helicopter accident rates in the U.S. at the regional and state level? And (3) whether there is any association between pilot age and flight experience, and helicopter accident rates? Record Linkage of two Federal data sources, the FAA civil helicopter registration data and the NTSB accident data, enabled the investigation of these and other questions. The main results included the following. First, it was found that there is a clear and significant association between the time of inspection and the accident occurrence, with 10% of all accidents occurring within 4 flight hours of an inspection (all types of inspections). Second, it was found that there are clear and statistically significant geographic disparities in helicopter accident rates in the U. S., both at the regional and state level. Some of the worst-in-class states (e.g., Arkansas, Utah, West Virginia) have helicopter accident rates that are an order of magnitude higher than the best-in-class (e.g., Vermont, Connecticut). Third, it was found that the likelihood of a helicopter pilot to be in an accident is independent of his or her age. Possible confounders were discussed, and hypotheses were proposed as well as recommendations for the FAA and other stakeholders. The end-objective of these recommendations is to improve the safety track record of helicopters, to advance accident prevention, and to reduce their burden of injury, death, and financial losses.
Zhang, Katherine, Churchwell, Jared, Saleh, Joseph
The New Approach of In-Depth-Accident-Investigation based on the Methodology for Traffic Accident Database on Scenarios TADS2016-01-14724/5/2016
Estimating the potential benefit of advanced safety systems by simulation has become increasingly important during the last years. All over the world OEMs and suppliers carry out benefit estimations by simulations via computer models. Such simulations should, of course, be based on real world scenario such as the pre-crash phase of real world accidents. Several methodologies for building up accident scenarios have been developed in the past. This paper shows a new method for generating pre-crash scenarios directly from the reconstruction of the accident by using the software PC-Crash1. The new method was developed by the Medical University Hannover (MHH) and the Fraunhofer Institute for Transportation Dresden (Fraunhofer IVI). It is based on transferring all information (participant-, vehicle-, environment- and motion-data) from the reconstruction file into a scenario-database. In order to analyse the pre-crash situation of real-world accidents and changing boundary conditions (e.g. introduction of certain active safety systems), a socalled Pre Crash Matrix (PCM) was developed. Using the PCM philosophy and including 5 seconds before the accident in the crash analysis combined with the driving behaviours of the vehicles out of PC-Crash, it is possible to analyse, whether or not a sensor system would have been able to recognise the dangerous situation in time to avoid or mitigate the accident. Since intermediate simulation steps with several assumptions are rendered unnecessary, this new method, called TADS (Traffic Accident Database on Scenarios) ensures that there is no tolerance/deviation between the reconstruction and the scenario-database. Every reconstructed pre-crash phase of an accident can be directly imported to the scenario database. This paper will give an overview how TADS work and how it might be used by an example of heavy goods vehicles.
Otte, Dietmar, Urban, Martin, Johannsen, Heiko
Integration Strategy of Safety Systems - Status and Outlook2016-01-14994/5/2016
On the way to automated driving, the installation rate of surround sensing systems will rapidly increase in the upcoming years. The respective technical progress in the areas of driver assistance and active safety leads to a numerous and valuable information and signals to be used prior to, during and even after an accident. Car makers and suppliers can make use of this new situation and develop integrated safety functions to further reduce the number of injured and even deaths in car accidents. Nevertheless, the base occupant safety remains the core of this integrated safety system in order to ensure at least a state-of-the-art protection even in vehicles including partial, high or full automation. Current networked safety systems comprehend a point-to-point connection between single components of active and safety systems. The optimal integration requires a much deeper and holistic approach. This paper and presentation describe current and future challenges and a clear strategy for the product management as well as for the development and validation of integrated safety systems. The starting points are: market and field requirements based on accident research data, components and technologies brought into the market through driver assistant and automated driving functions as well as design and validation methods to minimize development cost for the targeted performance. This paper will also include an overview of current and future integrated safety functions, the required functional and E/E architectures and the respective roadmap. Technical examples for pre-and in-crash functions will be described including a design overview, HW components and results.
Klier, Willy, Lich, Thomas, D’Addetta, Gian Antonio, Freienstein, Heiko, Koehler, Armin, Reckziegel, Bastian, Yu, Zerong
A Study on Car Following and Cognitive Ability of Elderly Drivers by Using Driving Simulator2016-01-17373/27/2016
The world is aging rapidly. Many countries can already be categorized as aging or aged societies while a few are becoming super-aged societies. In Thailand as well as in other countries, traffic accidents caused by elderly drivers will continue to rise as a significant percentage of elderly people still prefer to drive. Accidents may be prevented with driving tests and screening methods for elderly drivers. However, it is also necessary to understand the effect of aging on driving ability. With this understanding, driver training, driver assistant systems, and improvements on infrastructure may be designed accordingly. Among various physical changes, cognitive ability of the brain is one of the most significant factors affecting driving ability. In this paper, correlation between various cognitive functions of the brain and car following skill of drivers are considered. Car following skill was chosen because rear-end collisions are some of the most frequent type of accidents in Thailand. Car following skill can be measured objectively by using time headway. Furthermore, car following experiments can be studied reproducibly and safely on a driving simulator. Correlations of car following measurements and various cognitive functions measured with CANTAB software were calculated. It was found that Visuoconstructional-perceptual ability, Executive function, and Complex attention have moderate correlation with the time headway, especially at higher speed.
Ngernsukphaiboon, Thitsadee, Chantranuwathana, Sunhapos, Noomwongs, Nuksit, Sripakagorn, Angkee, Hemrungrojn MD, Solaphat
Fleet Fatality Risk and its Sensitivity to Vehicle Mass Change in Frontal Vehicle-to-Vehicle Crashes, Using a Combined Empirical and Theoretical Model2015-22-001111/9/2015
The objective of this study is to analytically model the fatality risk in frontal vehicle-to-vehicle crashes of the current vehicle fleet, and its sensitivity to vehicle mass change. A model is built upon an empirical risk ratio-mass ratio relationship from field data and a theoretical mass ratio-velocity change ratio relationship dictated by conservation of momentum. The fatality risk of each vehicle is averaged over the closing velocity distribution to arrive at the mean fatality risks. The risks of the two vehicles are summed and averaged over all possible crash partners to find the societal mean fatality risk associated with a subject vehicle of a given mass from a fleet specified by a mass distribution function. Based on risk exponent and mass distribution from a recent fleet, the subject vehicle mean fatality risk is shown to increase, while at the same time that for the partner vehicles decreases, as the mass of the subject vehicle decreases. The societal mean fatality risk, the sum of these, incurs a penalty with respect to a fleet with complete mass equality. This penalty reaches its minimum (∼ 8% for the example fleet) for crashes with a subject vehicle whose mass is close to the fleet mean mass. The sensitivity, i.e., the rate of change of the societal mean fatality risk with respect to the mass of the subject vehicle is assessed. Results from two sets of fully regression-based analyses, Kahane (2012) and Van Auken and Zellner (2013), are approximately compared with the current result. The general magnitudes of the results are comparable, but differences exist at a more detailed level. The subject vehicle-oriented societal mean fatality risk is averaged over all possible subject vehicle masses of a given fleet to obtain the overall mean fatality risk of the fleet. It is found to increase approximately linearly at a rate of about 0.8% for each 100 lb decrease in mass of all vehicles in the fleet.
Shi, Yibing, Nusholtz, Guy S.
Methodologies for Verifying Memory Requirements for Aero-Embedded Systems2012-01-213510/22/2012
The quality of an embedded application depends not only on how well it satisfies functional requirements but also on performance efficiency of the system. In embedded systems, non-functional requirements like memory requirements, play a very important role, and often impact significantly the embedded system's performance and overall cost of implementation. Embedded Systems usually have constrained resources like memory. Hence, choosing a correct method of verifying memory requirements is extremely critical. This Paper will give an overview of methodologies for performing different Memory Analyses to determine the correctness and consistency of memory requirements for airborne software and verifying efficient memory usage as required by the RTCA DO-178B guidelines. Different memory analyses methodologies like Memory Map Analysis, Stack Analysis and Heap Analysis are explained with current technology involved.
Raul, Vanchana, Orpe, Pranav
Turn Signal Usage Rate Results: A Comprehensive Field Study of 12,000 Observed Turning Vehicles2012-01-02614/16/2012
The turn signal is a vital safety feature that is not only required to be built in as standard equipment on all vehicles, but their use by the driver in everyday driving is required by law. Since not all drivers are diligent at properly actuating turn signals in every situation, the use of the turn signal is less than 100%. However, despite the fact that turn signals are a crash prevention feature, no known study relating to turn signal usage rates is available from the National Highway Traffic Safety Administration, nor from the Department of Transportation, nor from any University, nor from other private safety organizations. This paper summarizes a first-ever published comprehensive study related to turn signal usage rates by everyday drivers and summarizes it in a simple, yet highly accurate naturalistic observation format with the following basic premise: A vehicle is observed to be turning in a situation that is deemed by the observer to require a turn signal: was the turn signal "on" or was it "off" in that observed vehicle? The summary of the cumulated data of turn signal usage is expressed in terms of a percentage usage rate. All turning drivers are unaware that their visible actions are data points in a study so the results are extremely accurate. Both turns as well as lane change usage rates are studied. Crash rates resulting from neglected turn signals are discussed, revealing that this neglect causes more crashes than distracted driving. The present turn signal system that relies solely on driver input can only be described as "defective". The paper also discusses how patented Electronic Intelligent Turn Signals with Turn Signal Assist would vastly improve usage rates and therefore significantly lower crash rates for no added vehicle cost.
Ponziani, Richard
Basilar Skull Fractures by Crash Type and Injury Source2011-01-11264/12/2011
Purpose: This study investigates NASS-CDS data on basilar skull fractures by crash type and injury source for various crash scenarios to understand the injury risks, injury mechanisms and contact sources. Methods: 1993-2008 NASS-CDS data was used to study basilar skull fractures in adult front occupants by crash type and injury source. Injury risks were determined using weighted data for occupants with known injury status in 1994+ model year vehicles. In-depth analysis was made of far-side occupants in side impacts and rear crashes using the NASS electronic cases. Results: Basilar skull fractures occur in 0.507 ± 0.059% of rollovers and 0.255 ± 0.025% of side impacts. The lowest risk is in rear impacts at 0.015 ± 0.007%. The most common contact source is the roof, side rails and header (39.0%) in rollovers, the B-pillar (25.8%) in side impacts and head restraint (55.3%) in rear crashes. Seatbelt use significantly lowers the risk for basilar fracture from 1.77 ± 0.32% for unbelted to 0.20 ± 0.03% for belted (p ≺0.001) near-side occupants and from 0.92 ± 0.19% for unbelted to 0.057 ± 0.012% for belted (p ≺0.001) far-side occupants in side impacts. The electronic cases show basilar fractures typically occur in very severe crashes with high delta V and intrusion. Conclusions: Basilar skull fractures occur in 9.7 ± 0.9% of the crashes where an occupant experiences an AIS 3+ head injury. NASS case reviews show that basilar fractures typically occur in very severe crashes with multiple head injuries from contact with hard surfaces or by components stiffened from intrusion.
Parenteau, Chantal, Viano, David C.
Target Population for Injury Reduction from Pre-Crash Systems2010-01-04634/12/2010
Pre-Crash Systems (PCS) integrate the features of active and passive safety systems to reduce both crash and injury severity. Upon detection of an impending collision, PCS can provide an early warning to the driver and activate automatic braking to reduce the crash severity for the subject vehicle. PCS can also activate the seatbelt pretensioners prior to impact. This paper identifies the opportunities for injury prevention in crash types for which PCS can be potentially activated. These PCS applicable crash types include rear-end crashes, single vehicle crashes into objects (trees, poles, structures, parked vehicles), and head-on crashes. PCS can benefit the occupants of both the striking and struck vehicle. In this paper, the opportunity for injury reduction in the struck vehicle is also tabulated. The study is based upon the analysis of approximately 20,000 frontal crash cases extracted from NASS / CDS 1997-2008. Annually, there are an estimated 16,800 seriously injured occupants (MAIS3+) and 2,900 fatalities in PCS applicable crash types. Rear-end crashes were the most frequent crash type followed by object crashes and opposite direction collisions. Annually PCS applicable crash types comprised over one-third of all occupants exposed to frontal crashes. Furthermore, PCS applicable crash types accounted for 50% of all seriously injured occupants and 56% of all fatalities in all frontal crashes annually. Although only 12% of occupants were unbelted, these unbelted occupants accounted for 45% of the serious injuries (MAIS3+) and 57% of the fatalities. Although a similar number of occupants were exposed in the striking and struck vehicle in rear-end crashes, there were double the number of serious injuries yet half the number of fatalities in striking vehicle occupants. This paper identifies the potential population of occupants that are exposed and injured in crash types where there is possibility for PCS intervention. This paper does not present any estimates for benefits of PCS implementation.
Kusano, Kristofer, Gabler, H. Clay
A Comparison Study on Head Injury Risk in Car-to-Pedestrian Collisions in Changsha and Hannover2010-01-11674/12/2010
Vehicle traffic accidents have been extensively studied in various countries, but any differences in traffic accidents the studied areas have not yet been adequately investigated. This paper aims to make a comparison study of head injury risks and kinematics of adult pedestrian accidents in Changsha, China, and Hannover, Germany, as well as correlate calculated physical parameters with injuries observed in real-world accidents of the two cities. A total of 20 passenger cars versus adult pedestrian accidents were collected from the two areas of study, including 10 cases from Changsha and 10 cases from Hannover. Virtual accident reconstructions using PC-Crash and MADYMO software were performed. The in-depth study focused on head injury risks while kinematics were conducted using statistical approaches. The results of the analysis of the Chinese data were compared with those of the German data. The results indicated that differences regarding average head contact time, WAD, and scatter of head impact points on windshield were identified. Similarities in car front shape corridors, average head impact velocity and impact angle, relationships between vehicle impact velocity and head impact velocity, HIC value, and throw distance were shared by the two areas. The present results suggested that the EEVC test procedures can be considered as a basis of test procedures for pedestrian protection in China.
Chen, Yong, Yang, Jikuang, Otte, Dietmar
A Strategy to Partition Crash Data to Define Active-Safety Sensors and Product Solutions2008-21-003210/20/2008
Both Crash-Avoidance and Pre-Crash active safety technologies are being developed to help reduce the number of crashes and minimize the severity of crashes. The root basis in the development of new and improved active safety technologies always begins with gaining further knowledge about crash kinds and causes. The dynamics of crashes are quite complex. The evolving precursor crash situation initiated in the Crash-Avoidance time-period will vary from the imminent crash situation in the Pre-Crash time-period. As such, in order to develop the appropriate requirements for both crash-avoidance and pre-crash technologies, they must be analyzed from their respective crash data. A data-driven methodology process has been developed which partitions the field data with a perspective to crash-avoidance and pre-crash. To support this methodology, a unique set of limited number of “fundamental” crash categories will be defined, in which the field data can be sorted to quantify the respective crash frequency rates and associated crash conditions. The field data will be used as a basis to identify the appropriate active safety product features and formulate the baseline performance specifications.
Hanna, William B., Widmann, Glenn R.
A Study on the Effect of Brake Assist Systems (BAS)2008-01-08244/14/2008
BAS assists driver's by automatically increasing their braking power during an emergency brake event when the driver is unable to apply a sufficient brake force.. There are two performance requirements that BAS must fulfill in order to be employed effectively. One is the ability to activate when the driver suddenly applies brakes in an emergency while the other is the ability to provide additional assistance. Further study of BAS activation timing and degree of assistance in relation to driver acceptance is needed. The driver's acceptance of BAS refers to the BAS activation only during an emergency. A study was conducted to clarify drivers' emergency braking characteristics and measure the frequency of BAS activation during normal braking. One aim of the study was to verify driver characteristics during emergency braking on a test course. The study measured the brake pedal speed, force, and stroke during emergency braking along with the driver's compatibility with BAS activation conditions. Another task was to evaluate BAS with a driving simulator (DS). This study measured the frequency of BAS activation during normal braking by varying the BAS activation timing and degree of assistance. It also examined what the effects and side effects of varying these BAS parameters on the driver. In conclusion this study evaluates how varying BAS activation timing and its degree of assistance has on the drivers.
Hirose, Toshiya, Taniguchi, Tetsuo, Hatano, Tadashi, Takahashi, Kunio, Tanaka, Nobuhisa
Emergency Portability of Slide/RaftsARP5252 (Historical)1/18/2007
This SAE Aerospace Recommended Practice (ARP) recommends design features for facilitating relocation of portable slide/rafts for deployment at an alternate exit under ditching conditions.
S-9A Safety Equipment and Survival Systems Committee
Location, Diagnostics, and Commercial Transactions – Content Services for Business2006-21-007210/16/2006
The development of real-time integrated wireless communications and remote monitoring abilities for mobile workers and vehicles provides access to these still-unrealized markets. In this business model, opportunities exist for companies that provide the means of moving content to support cost savings and optimization of a business customer's operations. This paper examines these opportunities, the technology that makes them viable business opportunities, and real-world examples of how content in the business market is being leveraged today.
Carlson, J. Richard
Volvo ‘bags’ unique safety technologyAUTOJUL06_057/1/2006
The C70 retractable hardtop uses vertically deploying curtain airbags to provide added open-top passenger safety. Very few auto manufacturers would have the nerve to introduce their newest model by involving it in a spectacular crash. But that is how Volvo showed off its new C70 folding hardtop convertible. Because the words “Volvo” and “safety” go together, the company wanted to demonstrate the effectiveness of its safety systems, particularly a new vertically deploying curtain airbag. In the 1970s, with the drive for automotive safety still in first gear but propelled by a powerful lobby, the future for convertible cars looked distinctly doubtful; a total legislated ban seemed increasingly likely. Airbag technology was in its infancy, rollover bars were not generally in use, and even the most avid supporters of soft tops had to admit that they were potentially more dangerous than their hardtop counterparts. As for body structure, crashworthiness and torsional rigidity were almost universally unimpressive for sedans and far less impressive for convertibles; scuttle-shake and body flexing were the norm. As usual when faced with a real threat, though, the industry reacted sufficiently convincingly to stave off a ban and set out on a route to safer convertibles. The 2006 Volvo C70 is the latest example.
Birch, Stuart
Delivering greater safety at lower costAUTOMAY06_105/1/2006
TRW Occupant Safety Systems' top engineer discusses product development challenges as safety systems suppliers race to out-innovate and out-integrate their competitors while they outpace future legislation and constantly reduce cost. Doug Campbell was looking remarkably fresh for someone who had started the day more than 20 hours earlier in Tokyo. It was mid-afternoon at TRW's Occupant Safety Systems headquarters north of Detroit, and Campbell, the Vice President of Engineering, still had hours of meetings ahead of him before quitting time. “I'm used to the constant travel,” said Campbell. “It goes along with demand for our products from global customers. What we as safety-systems suppliers-and by ‘we’ I mean the industry as a whole-have achieved in the last 20 years has been unbelievable.”
Brooke, Lindsay
Thoracic Injury Investigation using PMHS in Frontal Airbag Out-of-Position Situations2005-22-001511/9/2005
Many studies have reported multiple rib fractures sustained by an Out-of-Position (OOP) driver subjected to a frontal airbag deployment, but the injury mechanisms and thresholds remain unclear. Two successive phases occur during the bag deployment: punch-out loading of the thorax, followed by a membrane effect (Horsch et al. 1990). The aim of this study was to investigate the thoracic injuries generated by each phase separately. Tests of nine post-mortem human surrogates (PMHS) were carried out on a static test bench using a driver side airbag module described by Petit et al. (2003). The steering wheel was replaced by a plate in order to increase the loading generated by the airbag. Three loading configurations were performed: membrane only, punch-out only, and both types combined. The membrane-only tests were performed with the thorax initially positioned at 13, 78 and 128 mm from the plate in order to vary the load magnitude. The punch-out and the combined tests were performed with the thorax initially 8 mm from the module. Accelerometers and angular rate sensors were fixed on the sternum and on the first, fourth, and eighth thoracic vertebrae of the PMHS. Ribs 2 to 6 were instrumented with strain gauges. The reaction force of the bag on the plate was measured using four 2-axis load cells. Results show that both pure punch-out and pure membrane loading can result in thoracic injuries. However, the rib fracture locations seemed to differ from one type of loading to the other. Moreover, for the same initial distance between the airbag module and the thorax, the injuries were more severe in the combined effect tests than in the pure punch-out or pure membrane. The nine PMHS tests formed a matrix allowing validation of a finite element model and further analysis of thoracic injury mechanisms and thresholds.
Lebarbé, Matthieu, Potier, Pascal, Baudrit, Pascal, Petit, Philippe, Trosseille, Xavier, Vallancien, Guy
Vehicle Acceleration and Compartment Intrusion for Far-Sided Occupants v. Near-Sided Occupants in Frontal Offset Collisions2003-01-01593/3/2003
Vehicle acceleration and compartment intrusion play major roles in occupant injury causation, in frontal offset collisions. The knowledge of injury causation may enable the injury risk to be directly assessed from accident conditions, once a relationship between accident conditions and vehicle response is known. To establish such a relationship, a simulation study was carried out, in which vehicle acceleration and local compartment intrusion were calculated for various crash speeds and overlap configurations. The simulation model was validated against crash-tests in terms of the local vehicle deformation, acceleration and local dash and toepan intrusion. It was found that average acceleration generally decreased with reduced overlap, while intrusion increased for narrower overlap and impact locations more closely to the dash and/or toepan. This general trend indicates the relatively high injury risk for near-side occupants and a low risk for far-side occupants. Far-side, low-overlap (<50%) offset collisions at 45 or even 50 mph resulted in similar average acceleration and local intrusion levels as those seen in full overlap at 35 mph. However, crush reaching into the stiff firewall may cause vehicle peak accelerations to rise above expected levels in low overlap and high speed, especially in case the engine enhances firewall deformation. Furthermore, far-side intrusions may reach similar levels as near-side intrusions in offset collisions (>33% overlap), due to induced damage and the load distributing effect of the engine. Vehicle average acceleration and local intrusion levels may reach injurious levels for the far-side occupant in offset collisions. Vehicle crashworthiness improvements with a sole focus on near-side occupants may result in reduced protection of the far-side occupant.
Jewkes, Dagmar Buzeman
AMPS, Skidmarks and ITS: Managing Merging to Improve Safety and Traffic Flow2002-01-07603/4/2002
The genesis of the AMPS (Absent-Minded Professor Syndrome) Theory in presentations in Detroit, Paris, Seoul and Torino is reviewed. A ‘rappel’ is issued on the empirical relationship between the numbers of fatalities, PI's and ‘fender-benders’ and thus, by extension, ‘near-misses’ (as ‘recorded’ by skidmarks). Data on skidmark incidence from expressways in Australia, Germany, Belgium, the Netherlands, Italy and Canada are analyzed using the AMPS theory. Observations on roads around the world (U.S.A., Korea, Japan and India as well as Denmark, France and Austria) and data on accident location (Verkehrspolizeiinspektion Ingolstadt) strongly support the detailed analysis. The author concludes that this evidence on ‘near-misses’ presents an opportunity to use ITS to substantially cut expressway ‘accidents’ by ‘managed merging’ at expressway entrance points.
Gullon, A. C. “Al”
Analysis of Flight Operational Quality Assurance Data Using Model-Based Activity Tracking2001-01-26409/11/2001
Future technologies will enable carriers to collect additional flight data for Flight Operational Quality Assurance. This paper describes how analysis of these data using model-based activity tracking can automatically assess the causes of detected deviations to support safety-enhancement efforts. The paper describes the activity tracking methodology implemented in the Crew Activity Tracking System (CATS) using an example drawn from previous research in which CATS analyzed full-mission simulation data online. The paper also discusses current research on using CATS to analyze flight data from a Boeing 757 aircraft.
Callantine, Todd J.
Artificial Intelligence, Real-Time, In-Situ Profiling System (AIRTIPS) A Concept of Real-Time, Routine In-Flight Monitoring and Assessment of Risk2001-01-26629/11/2001
Sutton, Robert W.
The Vision of a Comprehensive Safety Concept2001-06-02526/4/2001
A look at the various past achievements in the field of passenger car safety raises the question whether any dramatic steps towards its improvement can still be expected. Will progress be confined to the optimization of existing systems or does the future hold new substantial safety steps? This paper elaborates on the issue that the time available before a potential accident occurs can be used to improve the safety of occupants and other involved road users. Accident analysis confirms that this is feasible for about two-thirds of all accidents. The recognition of an imminent collision bears a noteworthy potential for accident prevention, reduction of accident severity and injury severity. The former boundary between active and passive safety thus fades continually. Based upon this it is possible to describe vehicle safety by a comprehensive approach encompassing seven escalation levels. This approach underscores the future intention of Mercedes-Benz to increasingly embrace preventive protection systems in the form of "collision mitigation'' on the active safety side, and "PreSafe\sT'' on the passive safety side. This contribution, focusing on PreSafe\sT, presents various protective measures and describes their advantages.
Baumann, Karl-Heinz, Sch\arneburg, Rodolfo, Justen, Rainer
Safety benefits of improvements in vehicle design since the introduction of the ANCAP crash test program2001-06-02186/4/2001
The Australian New Car Assessment Program (ANCAP) has for several years funded research at the Road Accident Prevention Research Unit at the University of Western Australia aimed at quantifying the value of reducing injuries by improving vehicle safety design. An injury cost database was developed using claims data from the Motor Accidents Authority of NSW (MAA) and additional cost data from other sources. These costs were used together with the measurements from the test instruments in the ANCAP crash tests to estimate the cost of injuries to front seat occupants in the ANCAP-tested vehicles. The aim of this study was to use the injury cost information from this previous research to estimate the safety benefits of improvements in vehicle design in cars entering the passenger vehicle fleet in Western Australia since the introduction of the ANCAP crash test program in 1992. The results of the study show significant safety benefits from the design and equipment changes introduced in new models of ANCAP-tested cars manufactured between 1992 and 1997. In crashes occurring in 1997 that involved these models and variants with a similar design, the safety benefits from improvements in vehicle design amounted to $42.6 million. Over the assumed 20-year lifetime of these vehicles, the benefits from vehicle safety improvements introduced in successive models was estimated to be $890.0 million. These findings show the considerable impact of improvements in vehicle safety design on the cost of road injuries to the community.
Hendrie, Delia, Lyle, Greg, Haley, Jack
Safety — An Essential Ingredient for Profitability, Managing Safety and Profitability in Airline Operations2000-01-21244/11/2000
Accidents and serious incidents are major cost factors in companies that have high consequence operations. Aviation, though having a very favorable safety level, still faces huge liabilities when accidents or serious incidents occur. This paper will argue that safety should be regarded by management as a core production value, just as other products of the company are. Examples will be drawn from the worldwide industry that show the value of low accident operation. The FSF’s ICARUS committee’s work will also be described that presents persuasive arguments for establishing aviation company cultures that place high value on accident avoidance and reduction of risk. Returns in passenger confidence and respect for the air company that translate into ridership are only part of the profit picture. Reductions of employee injuries and fatalities, reduced damage to aircraft during ground operations have heavy positive leverage on the company’s profitability. Investments by management in strategies that focus on maintaining highest possible safety levels will be repaid manyfold by the costs saved in avoidance of injuries and accidents. Discussion will be presented that shows how a company can reduce risk through effective quality assurance programs that embrace not only the maintenance and engineering operations but also the flight operations phase. The paper concludes that safe operations makes good business sense as well as contributing to the well being of employees, passengers and other clients of the air company.
Matthews, Stuart
Estimation of Crash Injury Severity Reduction for Intelligent Vehicle Safety Systems2000-01-13543/6/2000
A novel methodology is presented to estimate the safety benefits of intelligent vehicle safety systems in terms of reductions in the number of collisions and the number and severity of crash-related injuries. In addition, mathematical models and statistics are provided to support the estimation of the crash injury reduction factor in rear-end, lane change, and single vehicle roadway departure collisions. Simple models based on Newtonian mechanics are proposed to derive Δv, the change in speed that a vehicle undergoes as a consequence of crashing. Statistics on the distribution of vehicle types and weights in the United States are supplied, which are needed for Δv estimation. Moreover, mathematical equations are derived to estimate the average harm per collision. Finally, statistics on the average harm per occupant are obtained from the 1994 and 1995 Crashworthiness Data System crash databases.
Najm, Wassim G., daSilva, Marco P., Wiacek, Christopher J.
Human Factors Analysis of Naval Transport Aircraft Maintenance and Flight Line Related Incidents1999-01-29818/10/1999
To study maintainer error, the Naval Safety Center’s Human Factors Accident Classification System (HFACS) was adapted for Maintenance Related Mishaps (MRMs). The HFACS Maintenance Extension (ME) successfully profiled the errors present Naval Aviation Class A MRMs. In order to assess its suitability for studying major and minor airline accidents, a post hoc analysis was conducted on 124 Naval Fleet Logistics Support (VR) Wing maintenance related mishap, hazard, and injury reports. Two judges separately coded the 124 VR Wing incidents; a Cohen’s kappa of .78 was achieved, indicating an “excellent” level of agreement. Generally, HFACS-ME was able to profile maintainer errors found in more minor incidents and the factors that contribute to them. Common factors observed include errors attributed to third party maintenance, inadequate supervision, failed communications, skill-based errors, and procedural violations.
Schmidt, John K., Figlock, Robert C., Teeters, Curtis D.
Emergency Response Personnel Training for Aircraft Accidents1999-01-14504/13/1999
A new Aircraft Accident Awareness Program (AAAP) was developed, evaluated, and is available to emergency response service provider organizations (firefighters, emergency medical technicians, trauma center personnel, law enforcement, clergy, coroners, and media) who would be called to an aircraft accident scene. Aircraft accident responder training is a critical factor in accident victim crash survivability and successful life-safety outcomes. This program was designed to teach participants about the unique conditions and safety hazards associated with aircraft crashes. A blend of academic classroom investigation, exposure to airworthy/ unairworthy aircraft including operating systems and components, computer accident simulations, “hands-on” (destructive) extrication protocol training, and participation in simulated in-the-field accident scenarios was used as an instructional delivery model.
Geibel, William D.
Safety of a Downsized Vehicle Fleet: Effects of Mass Distribution, Impact Speed and Inherent Protection in Car-To-Car Crashes1999-01-00743/1/1999
Vehicle fleet downsizing has been discussed in Europe as an aspect to reduce fuel emissions. A recently developed mathematical model was used to study the individual effects of fleet mass distribution, impact speed reductions and inherent vehicle protection on average injury and fatality rates for downsized fleets. A baseline fleet of 700-2000 kg was downsized by a) reducing all vehicle masses by 10% or 20% and b) by removing all cars heavier than 1400 or 1200 kg. The results showed that the safety can be maintained if the vehicle masses are reduced proportionally to their original mass. A higher safety level can be achieved by removing the heavier vehicles. Traffic safety can be further enhanced by impact speed reductions or by improvements of restraint systems and vehicle compatibility. The safety level would rise more by implementation of radar-activated brakes or controlling city speed limits than by intensified highway patrols, to eliminate crashes with impact speeds over 140 mph or with an average velocity change of 70 mph. However, a maximum impact speed at 100 mph would reduce the number of fatalities more effectively than a small reduction in all impact speeds. It was concluded that a downsized fleet can result in fewer fatalities, depending on the downsizing strategy. Furthermore, the model can be used to estimate the effects of potential safety strategies.
Jewkes, Dagmar Buzeman, Lövsund, Per, Viano, David C.
Communication Skills Development: Practical Implications for a Culture of Safety in Aviation Maintenance98311311/9/1998
The negative consequences of unsafe behaviors on the job heavily contribute to the rising costs of doing business in terms of both organization dollars and diminished human quality of life. Developing a safety culture provides a positive proactive approach toward creating a working environment where safety is a top priority. An integral part of accomplishing this task is directly related to training individuals on how the interactions that occur among organizational members and the messages their behaviors send influence others' behaviors. This can be best addressed through communication skill development initiatives including mutual responsibility, trust, avoiding punitive strategies and facilitating assertiveness.
Armentrout, Christy, Mattson, Marifran
A Comparative Study of the Effects of Social Stress on the Decision-Making Process of Male and Female Airline Pilots9812314/6/1998
Pilot judgement and decision-making ability are critical components of the safety of the air transportation system. Although pilot judgement and decision-making has been identified as significant recurring causal factors in air transportation accidents, and the trend toward non-gender specific occupations has resulted in an increase in the level of female participation in the predominantly male pilot population, only a minimal amount of research has been conducted to explore the significance of gender in aeronautical decision-making. A survey instrument was distributed to a representative sample of male and female airline pilots to obtain data to measure the influence of social stress in fostering biased decision-making in the air carrier environment. The research concluded that certain significant differences do exist with regard to gender in determining susceptibility to the influence of social stress in aeronautical decision-making.
Singleton, Billy J.
The US Aviation Safety Reporting System97556210/13/1997
Following the National Transportation Safety Board's (NTSB) investigation of a Boeing B-727 accident in December 1974, it recommended that the Federal Aviation Administration (FAA) establish an incident reporting system to identify unsafe operating conditions. In April 1975, the FAA responded by establishing the Aviation Safety Reporting Program (ASRP) which led to the present day Aviation Safety Reporting System (ASRS) created by the National Aeronautics and Space Administration (NASA). ASRS is a voluntary, confidential incident reporting program in the US. The reporting of unsafe conditions and practices to ASRS since then has risen from about 3,000 to 32,000 reports per year, most of them from pilots. One feature of the program designed to identify and alert the aviation community to potential hazards and system deficiencies is the alert message process. A recent evaluation of the program by the FAA and NASA revealed the need for improvements. Implementing them, however, are not without its challenges. This paper describes some of them as well as the role of ASRS with other recent safety initiatives taken by government and industry. Overriding factors in making significant progress toward planned objectives are immunity and confidentiality limitations which are an integral part of the program to encourage reporting by the aviation community. How these important components are treated by the FAA, NASA and the aviation industry will determine the future of the program in the 21st Century.
Corrie, Stephan J.
The Risk and Benefits of Airbag Systems: Are They Needlessly Killing and Injuring Motorists?9704922/24/1997
This paper reviews the literature regarding injuries and fatalities in frontal accidents in vehicles equipped with air bag systems. An analysis is presented of the nature of fatal injuries attributable to airbag deployment, which accounts for the age, sex, and accident modality. Injury analysis is reviewed in the same fashion. Airbag-induced injuries appear to relate to the proximity of the motorist to the unit when it inflates. Suggestions have been made to modify seat belt systems, the ergonomics of the driver's position and the design of the airbag units to minimize deployment injury.
Coben, Larry E.
Pilot and Controller Communications: Incidents Reported to the NASA Aviation Safety Reporting System94213710/1/1994
The NASA Aviation Safety Reporting System (ASRS) receives voluntarily submitted aviation incident reports from pilots, air traffic controllers, and other participants within the National Airspace System. The incident reports are evaluated and categorized into categories describing the incident event. One of the many areas that are evaluated in these reports is communication or information transfer issues. Information transfer issues represent one of the largest categories of problems contained in these reports. The present paper describes ASRS 1993 data on eleven communication problems areas. The communication problem areas of Readback/Hearback and Phraseology were further evaluated for (1) the types of reported incident anomalies associated with these problems, (2) the evaluation of who was the original reporter, (3) who attributed to the primary problem, and (4) the phase of flight where the incident occurred.
Connell, Linda J.
Realistic Training Issues “Weather or not You're going to Fly!”94213010/1/1994
Hwoschinsky, Peter V.
Emergency Response-Ability, People Training Technology and Cost/Benefits9325979/1/1993
Safety and emergency training traditionally focus on strengthening human (operator) skills and error prevention behaviors to reduce accident and incident rates. However, even with the best of training, emergencies still happen! This paper suggests people training technologies, i.e. human factors, critical action performance, stress management, are required to enhance an individual's “emergency response-ability,” or the ability to properly respond to the emergency when it happens. Four interactive questions are addressed regarding people training technologies or the “human side” of safety and emergency training: 1) who is to be trained; 2) what is to be trained; 3) how is the training to be accomplished; and, 4) what are the cost/benefits of the training?
Altman, H. Beaulieu, Adamski, Anthony J.
Electronic Applications for Enhancing Automotive Safety90113710/1/1990
In this paper, the author analyzes automotive safety issues with respect to the application of electronic technology and presents several development targets for the future. The functions expected of the automobile have been changing steadily in Japan. Environmental concerns, for instance, have taken on increased importance and must be factored into vehicle design during the development process. Safety and security issues also impose rigorous requirements on vehicle design. Various efforts are under way to apply electronic technology to driver support systems and devices with the aim of enhancing safety, though numerous problems remain to be solved.
Aono, Shigeo
Professional Standards, Cockpit Resource Management and Accident, Prevention9019969/1/1990
The role of Cockpit Resource Management (CRM) in enhancing flight safety is being increasingly recognized throughout the aviation industry. At the same time, pilot Professional Standards Committees (PSC) are also being acknowledged as having a definite place, along with Cockpit Resource Management, in aircraft accident prevention. This paper examines the similarities and differences between CRM and PSC as well as their relationship to each other in positively affecting flight safety. CRM is generally defined as a flight crew-coordinated team effort that uses all means available to enhance safe flight crew operations. Resources here includes all elements, both in and out of the cockpit, that reinforce the crew's ability to function as a team while they cope with various real-life situations. Management skills include the ability to lead and to follow, to effectively communicate within the cockpit and outside it, to gather and evaluate information, to assess and assign crew member task loads. It also includes the ability to make decisions, to resolve conflicts and to control stress. All elements of CRM training should reinforce cockpit chain-of-command and the crew's situational awareness of what is going on throughout the operation of the flight. Lack of leadership, followership, i.e. teamwork, and loss of situational awareness have probably been cited more in the majority of today's human performance related accidents than any other causes. With its emphasis on behavioral modification to enhance crew performance, CRM has certainly had some real success stories. The highly publicized 1989 United Airlines' accidents, near Honolulu, Hawaii and at Sioux City, Iowa, are two prime examples of crew teamwork at its absolute best under extremely trying conditions. At Hawaii, the B-747 crew had to make a two-engine-out night landing with a substantial portion of the right forward fuselage missing. And, at Sioux City, the DC-10 crew had to instantly invent a flying technique to contend with a critically wounded aircraft that had almost no flight control ability following the catastrophic failure of the center engine. Both crews credited their CRM training with having helped them to cope with these unprecedented situations that “no one ever dreamed would happen.” CRM is basically an extension of each airline management's operating philosophy. It emanates from the top down and reflects the corporate culture and management's commitment to the program. As a result, the quality of the programs and training courses vary widely at present. They range from mere lip service at one company to another corporation's total dedication to CRM. All CRM programs require some commitment of airline resources. CRM programs also require FAA scrutiny and approval. They are designed to further flight safety and to produce a more efficient cockpit operating atmosphere. “Using all available resources” is a basic premise of Cockpit Resource Management programs and involves all the crew, the aircraft and the flight environment. CRM programs are designed to enhance the Captain's authority by providing the best combination of available resources to assist in the command decision requirement of the FAR's that still holds the captain responsible for the safety of the flight.
McIntyre, James A.
Airline Fitness for Duty9018729/1/1990
The airline industry has yet to define a meaningful method for determining organizational fitness through internal analysis. Prior to deregulation, Airline Safety Departments and Programs were found in nearly every major and regional carrier. Today there are relatively few safety departments in comparison to pre deregulation. In addition, contemporary safety departments do not enjoy the same stature within the airlines; where department heads were formerly vice presidents, they are now directors or managers. Currently, the FAA is encouraging the industry to implement “Self Audit” programs based primarily on regulatory adherence. However, there is still no requirement or emphasis for a “Safety Department”. Additionally, there is no incentive for operators to establish a dynamic loss control or risk management program. This paper addresses the use of “Risk Management” techniques as an adjunct to any internal audit and attempts to show that the focus should not only be on regulatory adherence and safety, but profitability as well.
Dennis, Jerry T.
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